Apparatus for controlling the passage of cars or vehicles along railways.



F. H. NICHOLSON. APPARATUS FOR CONTROLLING THE PASSAGE 0F CARS 0R VEHICLES ALONG RAILWAYS.

APPLICATION FILED MAR. 19. 1913. 1,317,308.- PatentedSept. 30,1919.

2 SHEETSSHEET I.

FIG. 'I

WITNESSES INVENTOR F. H. NICHOLSON. APPARATUS FOR CONTROLLING THE PASSAGE 0F CARS 0R VEHICLES ALONG RAILWMS.

' APPLICATION FILED MAR. I9. I9I3.

1,317,308. N \QII ii I I I3 3 I 3 U N w 9' I u 3 65 g E I WITNESSES A% /MQM K 6275M 5 7 2 SHEETS-SHEET 2.

INVENTOF? 15 I 'In'tlre'accompanying drawings, Figure 1v -,ijs"a view, partly diagrammatic, showing a W re). srarns PATENT. QFFICE;

FRANK i1. NICHOLSON, orwitnmsnuns, PENNSYLVANIA, assmnon To THE UNION 1 swn'on & smrmt corrrAnY, or swrssvats, PENNSYLVANIA, a conronarron or rmsynvnma. arraaarusron comotmive THE massacre or season vnmcnns ALONG -MILWAYS.

- To all whom z't maj/ concern:

Beit known that I, FRANK H. Nxorron- SON, a citizen ofthe United statesklresiding at Wilkinshur in the county of legheny. and State of ennsylvania, have invented certain new and useful Improvements 1n Apparatus for Controlling the Passage of Caf'sfvof Vehicles AlongRailways, of which the folloitving is a specification.

My inventionrelates to apparatus for controlling, hepassage of cars' or-tralns along warallwa .-I describe-one form 'ofapparatus em-- -bodying my invention and will then 'point out the novel featuresthereofin claims.

- ,portion of arailway vehicle having applied vthereto one form of apparatus embodylng my invention. Fig. ,2- is a diagrammatic -view'showing a portion of a railway havmg applied'thereto-certain apparatus shown in Fig. 1.

Similar reference characters refer to simi- Mylar parts'in each of 'the views.

Referring particularly to Fig. 1, the reference character 1 designates a track. rail of a railway track-upon which a vehicle 2 is adapted to travel. This vehicle may, for ex,-

' hicle proper which I have here shown is a 'wheel 3. The vehicle 2 is provided with a- 5 ample, be a car, a steam locomotive, or an electric-locomotive; for purposes of simplifying the drawing, the only part of the vefiuid pressure braking apparatus comprising a brake pipe 6. 'It is understood that a reduction of pressure in this brake pipe 7 causes an application of the brakes 5 is a-reservoir to which fluid pressure 1S supplied .by any suitablemeans; it is understoodthat the pressure in this reservoir is of a constant value.

, Mounted on the vehicle is a centrifugal device 8 which is operated by a Wheel of the vehicle, gThis centrifugal device, as here shown, comprises a' shaft 9 mounted in a I suitable bearing 7 and having two arms 9 and 9. Fixed to the shaft 9is a bevel gear which meshes with a bevel gear 19..fixed to the wheel 3, so that the shaft 9 constantly I Specificationpt Letters Patent. Patented Sept, 30 1919, gpp lication filed Karon #51913, -Serial No. 755,528.

rotated while the vehicle is in motion. Pi-v .oted in the ends of arms 9 and 9", respectively, are two bell cranks 11 and l1 ,-the o ter ends of which carry weights 10 and 10, respectively. The inner ends of the cranks 11 and 11 fit into a groove in a collar 12 which latter is supported on ballbear1ngs'l4, 14 carried by a rod 13. This rod 13 is mounted to reciprocate longitudinally..- The lower end of this rod bears in a suitable hole in. the upper endof shaft 9, and the upper portion of rod 1-3 is journaled in mem er of a structure herein after described. Rod 13 carries at its upthat the pipe 17 may be employed to control the pressure in brake pipe 6 by any suitable means. vided with an opening in the form of a The pipe end 17 is provalve seat,v which is at times closed by a valve 16 fixed in the yoke 15. It" will be seen that when the rod 13 occupies the lowest position of its stroke, which is the position in which it -'is shown in. the drawing,

the valvelfi is seated, and pipe 17 is,there-v foreclosed, but that when the 'rod 13 lSi' raised by the collar 12 dueto the outward movement of the balls 10, 10, the-valve 16 1s unseated and the brake pipe 6 is thereby opened to atmosphere through anexhaust port 20.

This upward movement of rod 13 to unseat valve 16 is ,resisted by means which I will :now explain, Fixed to the yoke 15 i a head 21 Which'is adapted to bear against one face of a movable member 22, here shown as being a diaphragm. This diaphragm is suitably mounted in two mem-v bet-s20 and 20 of a box-like structure which incloses certain parts of the apparatus. These two members are screwed together, thereby, clamping the diaphragm the member 20 and a' gasket 20". The other face of diaphragm 22 is exposed to the fluid 22 between i pressure in a chamber23, w-hich chamber is,

connected with a reservoir 24 by 'meansof a pipe 23.

, pipe 48 by means of a pin-valve 25, which.

Fluid pressure is admitted to the reser- V011 24 from main reservoir through a valve is controlled by an electromagnet 26 in a usual and wellknown manner. The pin-valve 25 is biased by a spring 27 to such position that it disconnects the reservoir 24 from reservior 5, but when the electromagnet 26 is energized, the valve is moved against the action of spring 27 to such position as to connect reservoirs 24 and 5. The clectromagnet 26 is normally de'cnergized but may be energized at in tervals from sources of current exterior to the vehicle by means of the contact of a shoe 37 on the vehicle with ramp rails 39 located at intervals along the trackway.

lVith the form of pin valve 25 here shown, when pipe 48 is disconnected from reservoir 5, the former is open to atmosphere through a port 71. To prevent the outflow of fluid from reservoir 24 at this time, I insert in pipe 48 a check valve 7 0, of a usual and wellknown type, which permits flow of fluid from reservoir 5 to reservoir 24 but pre-- vents flow of fluid from reservoir 24 to atmosphere through port 71. i

The circuit for electromagnct 26 is from a battery 43 located alongside the trackway, through Wire 40, ramp rail 39, shoe 37, wire 31, magnet 26, wire 32, brush 40, Wheel 3, rail 1, wire 42, contact 41, to battery 43. It will'be seen, therefore, that as shoe 37 makes contact with ramp rail 39, it contact 41 is in such position that battery 43 is not connected with both the ramp rail and the track rail, electr'omagn-z :6 r it! not be energize'chbut if contact 41 is'in such position that battery 43 is connected with both the ramp rail and the track rail, electromagnet 26 will be energized and reservoir 24 will be charged with fluid pressure from reservoir As here shown, when contact 41 is in such position that battery 43 is not connected with the track'rail, the track rail and the ramp rail are connected by wires 40, 69 and 42-and contact 41, so that then when the shoe 37 engages the ramp rail 89, the magnet 26 on the vehicle is placed on ashort circuit of low resistance; by this arrangement I avoid danger of false operation oi electromagnet 26 by foreign current.

Thefluid pressure in reservoir 24 is permitted to flow out to atmosphere in accordance with the distance traveled by the; The means which I have here shown for thus governing the outflow, coinvehicle.

prises a slide valve which is operatively tnnnected with an eccentric 66 on a shaft 4, wh ch is fixed on the outer face of wheel 3. T slide valve reciprodates on a valve fa valve box. The other member of the valve'bo): is secured to member 53 by bolts 53". Extending from the valve face63 are @263 provided on one member 53 of a 62 when the slide valve is in certain posi-.

tions of its stroke. The interior of the valve box 53 is connected with reservoir 24 by a pipe 52. The slide valve 55 is reciprocated by a rod 58'suitably fixed in the valve, which rod is also fixed in a crosshead' 59 adapted to reciprocate on a surface 65. This crosshead is connected by means of a rod 60 with an eccentric strap 61 which surrounds eccentric 66. i

The operation of the means which I have just described for permittingthe outflow of fluid from reservoir 24, is as follows:

When the slide valve is in the position shown, that is, at the left hand end of its stroke, the recess 64 connects ports 62 and 57, so that reservoir 56 is open to atmosphere. As the slide valve moves toward, the

right, the recess 64 leaves port 62, thereby to the right, the valve uncovers port 62 so that fluid from reservoir 24 flows into reservoir 56. The slide valve does not move far enough to the right to uncover "port 57. lVhen now slide valve55 returns toward the .left, it first covers port 62, and later the recess 64 again connect-s ports 62 and 57,

thereby permitting the fluid in reservoir 56 l to flow out to atmosphere. It will thus be seen that for each revolution of the wheel 3, a certain quantity of fluid, that is, the quantity which fills reservoir 56, is permitted to flow from reservoir 24 to atmosphere. It will be evident, therefore, that the fluid pressure in reservoir 24 decreases in accordance with the distance traveled by the vehicle.

In Fig. 2 I have shown a portion of a railway, the track rails 1, lof which are divided into block sections A, B, C, D, etc, through which traffic moves in the direction indicated by the arrow. Block sections B,

C and D are protected by signals S S and S, which signals may be controlled in any desired manner; the control of these signals forms no part of my invention, hence for the sake of simplicity I have shown no means for control in the drawing. As here shown, each of these signals is adapted to give three indications, viz., Fstop, caution, and clear.

Located adjacent the entrance end of each block section is a ramp rail 39 39, etc., each of which is similar, to ramp rail 39 shown in Fig. 1. Each ramp rail is provided with a portion of a circuit in the trackway in Fig. 1; as shown in Fig. 2 the contact 41 for each ramp rail'is controlled by the signal for the correspondingblock section,

the control being'such that this contact con- .nectsthe ramp rail and the track rail by conductors of low resistance when the signal ihdicates either stop or caution, and connects battery 43 with both the ramp rail and the track rail when the signal indicates clear.

I will now explain the operation of the entire apparatus referring to both views.

In Fig. 2, block section D is occupied by a vehicle 2 and block section A by a Vehicle 2. It is understood that at least vehicle 2 is equipped with apparatus similar to that shown in Fig. 1. I will assume that vehicle 2 is at rest and that vehicle 2 is moving in the direction of the arrow. Inasmuch as block section D is occupied, signal S indicates stop, and since blocksections C and B are unoccupied, signal S indicates caution, and signalS indicates clear. I

As vehi le 2 enters block section B, the shoe 37 of this vehicle engages ramp rail 39 Contact All operated by signal S is in such position that this ramp rail is energized, hence electromagnet 26 on this vehicle will be energized, thereby admitting fluid from reservoir 5 to reservoir 2%. As the vehicle 2 proceeds through block section I B, slide valve 55 permits the fluid in reservoir 24; to flow but gradually in accordance I with the distance traveled,tl1ereby.. gr ad the action of the fluid pressure on diaually reducing the pressure in thisreservoir.

: The ua'ntity' of fluid contained in reservoir 2 L W en the latter has just been charged by reservoir 5 is such that in spite of the gradual reduction of this pressure, whenthe vehicle reaches the exit end of block section B the pressure will still be at such value that its action on diaphragm 22 will not be overbalanced by the action of centrifugaldevice 8 at full speed of the vehicle, such for example, ass}, 70 miles per hour. Hence, the vehicle 2 may proceed at. full speed throu h'block s'ection'B.

As the ve icle 2. enters block section 0,- the shoe 37 engages ramp rail 39, but since signal S indicates caution the contact l1 op erated by the signal is in such position that this ramp rail is not energized; hence, electromagnet 26 is not energized as the vehicle passes over this ramp rail, and the supply of fluid presssure in reservoir 24; is, therefore, not renewed; The size of reservoir 24 may be such that the quantity of fluid which this reservoir contains just after being charged at ramp rail 39 is such that shortly after the vehicle enters the block section 0, if it still travels at full speed phragm 22 will be overbalanced by the ac- .tion of thecentrifugal device 8; the valve 5Q 16 will then be unseated, causing an application of the brakes. As the vehicle proceeds through block section C, the pressure in reservoir 24 constantly becomes lower, hence, the speed at which the vehicle'may travel without causing an application of thebralzes' becomes constantly lower. Ob-

viously, if the driver of the vehicle reduces the speed in accordance With the cam ion in-. dication given by signal S the automatic application of the brakes by valve 16' may be prevented. If an automatic application takes place, then when the speed has, been reduced a certain amount, valve 16, again clses, thereby permitting pressure to be built up in the brake pipe brakes.

At some point i block section 0, the fluid 6 to release the in reservoir 24 becomes substantially ex-' slowly, and for this purposeI provide additional means acting in opposition to the centrifugal device 8. flhis means, as here shown, is a SPI'1I1g '67, whichpresscs on .a head 68, which latter engages the diaphragm 22. The pressure of this spring on head ,68

is such that when the pressure of the fluid on diaphragm 22 is substantially zero, the velucle may proceed at a low speed, such- 'for example, as 15 miles per hour, without the action of the centrifugal device 8 over-v balancing the spring 67, hence at and below this speed the brakes will not be applied.

If desired, the volume f reservoir 24 may be such that. when it'is charged at a ramp rail, the quantity of fluid which it containsis suificient to permit the vehicle to proceed'at full speed to a point located at the maximum"braking distance infthe rear of the second ramp railjin advance.

F07; exampl in Fig.- 2, as the vehicle 2 passesrover ramp rail 89 the. quantity of fluid admitted to reservoir 24 may be such that the vehicle may proceed at fullspeed to a point located at substantially the maximum braking distance in the rear of signal S Ramp rail 39 being deener ized,

when the vehicle passes over this rail the "supply of fluid in reservoir will not be re.- ewed, hence, when the vehicle reaches the point at maximum braking distance in the rear of signal S, if the vehicle is'still movin 'at ifull'spe ed, the'brakeslwill be: applied just in the rear of signal S.

It will be seen from the foregoing that I have provided apparatus which will, under conditionsof safety, impose a continuand the vehicle will be brought to a stop 'ous high speed limit, and under conditions of caution Wlll imposea continuous low speed lim t, and whic'h, whena danger point is being approached, will cause a. gradual decrease of speed limit from the high limit to the low limit in such a manner that if at any time during such decrease the permissive speed is exceeded, the vehicle will be brought to a stop at substantially the same point outside the zone of danger.

Although I have 11 a'ein shown and described only certain forms of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what Iclaim is:

1. In combination, a railway track,- a vehicle adapted to travel thereon, a source of fluid pressure and a reservoir on the vehicle, means on the vehicle for admittingfluid from said source to the reservoir, devices lo? cated at intervals along the traclnvay for P for causing the operation of said means,

- causing the operation of said means, means on the vehicle for permitting gradual decrease of the fluid pressure in said reservoir as the vehicle proceeds along the track, a centrifugal device operatively connected with a wheel of the vehicle and acting in opposition to the fluid pressure in the reservoir, and vehicle-governing means operated when'the action of the centrifugal device over-balances the pressure in the reservoir.

3. In combination, a railway track, a vehicle adapted to travel thereon, a source of fluid pressure and a reservoir on the vehicle, means located at intervals along the track- ;way for causing fluid pressure to be admitted reservoir.

to ,thereservoir from said source, means on the vehicle for permitting reduction of the pressure in the reservoir as the vehicle proceeds along the track, and vehicle-govcrnin means responsive to the fluid pressure in sai 4. In combination, a railway track, a vehicle adapted to travel thereon, a source of 'iluid pressure and areservoir on the vehicle, a valve on the vehicle adapted to connect the reservoir with or disconnect it from the said source, said valve being biased to the closed position, means for opening ,said valve, means located at intervals along the trackwa-y for causing operation of said valve opening means, means operated by a wheel of the vehicle for permitting gradual reduction or" the pressure in said reservoir as the vehlcle proceeds along the trackway,

and vehicle-controlling means responsive to by the vehicle, and vehicle-controlling means responsive to the fluid pressure in said reservoir.

6. In combination, a railway track, a vehicle adapted to travel thereon, a source of fluid pressure and a reservoir on the vehicle, the pressure of the source being substantially constant. devices located at intervals along the traclrway for causing fluid pressure to he admitted to the reservoir from the source, means on the vehicle for permitting reduction of the pressure in the reservoir in accordance with the distance traveled by the vehicle, a centrifugal device driven by the vehicle and acting in opposition to'the pressure in the reservoir, and vehicle-governing means operated by the centrifugal device when thelatter overcomes the pressure in the reservoir, the volume o f the reservoir being such that the vehicle may proceed at full speed from one trackway device to the next without the centrifugal device overcoming the pressure in the reservoir.

7. in combination, a railway t nick, 2. vehiclo adapted to travel thereon, a source of fluid pressure and a reservoir on the vehicle, the pressure of the source being substantially constant, devices located at intervals along the traclrvvay for causing fluid pressure to be admitted to the reservoir from'the source, means on the vehicle for permitting reduction of the pressurexin the reservoir in accordance with the distance traveled by the vehicle, a centrifugal device driven by the vehicle and actingin opposition to the pressure in. the reservoir-,and vehicle-governing means operated-by the centrifugal device when the latter-overcomes the pressure in the reservoir, the volume of the reservoir being such that the vehicle may proceed at full speed from one trackwa device to a point at susbtantially the maximum braking distance in the rear of the second trackway device in advance without the centrifugal device overcoming the pressure in'the reservoir. i

8. In combination, a railway track, 3. ve-

hicle adapted to travel thereon, a sourw offluid pressure and a reservoir on the vehicle, the pressure of the source being substantially constant devices located at intervals along the trackway for causing fluid pressure to t vehicle, apd vehicle-governing. means controlled by thefluid pressure in the reservoir, the volume of the reservoir being such that the vehicle may proceedfrom one trackway device to the next without operation of the vehicle-governing means.

- 9 In combination, a railway track, a vehicle adapted to travelthereon, a source of fluid pressure and a reservoir on the vehicle, the pressure of the source being substantially constant, devices located at intervals along the trackway for causing fluid pressure to be admitted to the reservoir from the source, means on the vehicle for permitting reduction of the pressure in the reservoir in accordance with the distance traveled by the vehicle, and vehicle-governing means controlled by the fluid pressure in the reservoir, the volume of the reservoir-being such that the vehicle may proceed from one 'trackvg'ay device to a point at'substantially the maximum braking distance in the rear of the second trackway device in advance without operation of the vehicle-governing means.

device on the vehicle, fluid pressure acting in opposition to said speed-responsive device, means for causing gradual variation of the pressure of said fluid in accordance with the progressof the vehicle along the trackw-ay,

40 a Wheel of the vehicle, fluid pressure tending to hold the centrifugal device closed, and ,means operated by the centrifugal device wllilsn1 the latter opens for controlling the ve 10 e.

12. Speed, cdhttolling apparatus for vehicles comprising a centrifugal device operated by a wheel of the vehicle, fluid pressure tending to holdthe centrifugal device closed, means on the vehicle for permitting a grad- I ual reduction of the pressure of said fluid on the centrifugal device, means for renewing said fluid pressure, and meansoperated by the centrifugal device for controlling the vehicle when the centrifugal device opens.

13. Speed controlling apparatus for IverlllClBS comprising a diaphragm on. the ve-.

hicle,. fluid pressure acting upon one side, of said diaphragm, a centrifugal device driven by a wheel of the vehicle and acting upon the so other side of said diaphragm, and vehiclecontrolling means responsive to over-balancing of thepressure of the fluid on the diaphragm by the pressure of the centrifugal device.

' e6 '9 1d, Speed controlling apparatus fer 10. Speed controlling apparatus for rail-- 30 way vehicles, comprising a speed-responsive hicles comprisi g a diaphragmon the vehicle, fluid pres ure acting upon one side of said diaphragm, a centrifugal device driven by a wheel of'the vehicle and acting u'pon'the other side of said diaphragm, and a valve controlled by the centrifugal device which valve is in one position or another according as the pressure exerted by the centrifugal device or by the fluid on said diaphragm is in predominance, and means controlled by said valve for governing the vehicle.

15. Speed controlling apparatus for railway vehicles comprising a centrifugal device on the vehicle, a member moved longitudinally by the weights of said device, fluid pressure on the vehicle acting in opposition to the movement of said member corresponding to the outward movement of the weights,

and means affected by the outward movefinapt of the weights for controlling the veic e.

16. Speed controlling apparatus for railway vehicles, comprising a speed-responsive device on the vehicle, a fluid pressure receptacleon the vehicle, means forcausing gradual variation of the pressure of the said receptacle in accordance with the progress of the vehicle along the track, and vehicle-governing means controlled by said speed-responsive device and by the fluid pressure in said receptacle.

17. In combination, a railway vehicle, a fluid pressure receptacle thereon, means for causing gradual variation of the pressure in said receptacle in accordance with the progress of the vehicle along the track, and vehicle-governing means controlled by the pressure in said receptacle. A

18. In combination, a railway vehicle, a fluid pressure receptacle thereon, means on the vehicle for causing gradual variation of the pressure in said receptacle in accordance with the progress of the vehicle along the track, means located in the trackway "for causing the pressure in said receptacle to be restored to its initial value, the first-men,-

tioned means being arranged to automati.

cally causel're'sumption of the variation of pressure aftersuch restoration, and vehiclegoverningmeans controlled bythe pressure 20. Speed controlling apparatus for ve h I hicles comprising a movable meinber on the vehicle, means for exerting a force on said member in one direction varying in accordance with the speed of the vehicle, means for exerting an opposing force on said member varying" in accordance with the distance uid in.

traveled by the vehicle from. a given point, and trafiic controlling means on the vehicle controlled by said movable member.

21. The combination with an air brake system, of automatically controlled means for applying the same by release of air, a discharge valve movable synchronously with the train and means whereby equal volume ofair is released at each operation of the synchronous valve.

22. The combination in a braking system with a train pipe, of a valve for opening the train pipe, an air cylinder and piston for controlling said valve, and means moving synchronously with the train for controlling the rate'of discharge of said cylinder to open said valve.

23. The combination in a braking system with atrain pipe and a valve driven by the train to intermittently discharge air to open the train pipe, of means causing said valve each. operation independently oi the train speed. 3

24.. Thecombination in a braking system with a train pipe, of a measuring valvedriven "by the train to intermittently discharge measured quantities of air.

25, The combination in a braking system with a train pipe, of a measuring valve driven by the train to intermittently discharge measured quantities of air, said valve comprising an inlet and a discharge port and a measuring element preventing direct connection between said ports.

In testimony whereof I aflix my signature in presence of two Witnesses.

FRANK H. NICHOLSON,

Witnesses:

' H. DE MOYA,

LAURA E. SMITH. 

